WO2021003881A1 - Procédé et appareil pour distribuer une puissance de freinage électrique d'un tramway électrique hybride, et support - Google Patents

Procédé et appareil pour distribuer une puissance de freinage électrique d'un tramway électrique hybride, et support Download PDF

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Publication number
WO2021003881A1
WO2021003881A1 PCT/CN2019/112184 CN2019112184W WO2021003881A1 WO 2021003881 A1 WO2021003881 A1 WO 2021003881A1 CN 2019112184 W CN2019112184 W CN 2019112184W WO 2021003881 A1 WO2021003881 A1 WO 2021003881A1
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Prior art keywords
braking
power
feedback
energy storage
maximum
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PCT/CN2019/112184
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English (en)
Chinese (zh)
Inventor
张路军
袁文烨
陈新溅
刘勇
刘翔
胡玲军
乔显华
Original Assignee
株洲中车时代电气股份有限公司
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Priority to EP19937172.5A priority Critical patent/EP3971014A4/fr
Publication of WO2021003881A1 publication Critical patent/WO2021003881A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
    • B60T8/1705—Braking or traction control means specially adapted for particular types of vehicles for rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/22—Dynamic electric resistor braking, combined with dynamic electric regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/80—Time limits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/60—Regenerative braking
    • B60T2270/604—Merging friction therewith; Adjusting their repartition
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/30—Auxiliary equipments
    • B60W2510/305—Power absorbed by auxiliaries

Definitions

  • the present invention relates to the technical field of rail transit, in particular to a method, a device and a computer-readable storage medium for electric braking power distribution of hybrid trams.
  • a tram is a light rail transit vehicle that uses electricity to drive and travel on the track.
  • the new urban rail transit system represented by trams usually adopts contactless power supply.
  • contactless power supply including vehicle-mounted energy storage device power supply, hydrogen fuel cell power supply, ground contactless power supply, internal combustion engine system, etc.
  • the power supply mode includes both one-way power supply modes such as hydrogen fuel cell or non-contact induction power supply or internal combustion engine power generation, as well as power storage system that can be charged and discharged.
  • the kinetic energy or potential energy of the traction motor is converted into braking energy.
  • the hydrogen fuel cell or non-contact induction power supply or internal combustion engine power generation system is a one-way power supply system, the power supply system cannot absorb braking energy. Therefore, only the energy storage system can absorb the generated braking energy during electric braking of trams.
  • the charging current of the on-board energy storage system is small and cannot fully absorb the braking power.
  • the braking power exceeds the carrying capacity of the on-board energy storage system, it will cause damage to the energy storage system; all the braking power is consumed through the braking resistor, which will cause a waste of braking energy.
  • the purpose of the embodiments of the present invention is to provide a method, device and computer-readable storage medium for distributing electric braking power of hybrid electric trams, which can reasonably distribute electric braking energy of hybrid electric trams and improve the utilization rate of braking energy. .
  • an embodiment of the present invention provides a method for distributing electric braking power of a hybrid electric tram, including:
  • the output power, the maximum charging power, the number of traction inverters, and the braking voltage value calculate the maximum current limit value fed back to the bus by a single traction inverter
  • the on-off of the braking resistor system is dynamically controlled.
  • the energy consumption power includes power P auxiliary of the auxiliary system and power P air conditioning of the DC air-conditioning system;
  • the maximum current limit of a single traction inverter fed back to the bus is calculated based on the energy consumption power, the output power, the maximum charging power, the number of traction inverters, and the voltage value value:
  • P dc represents the output power of the unidirectional power supply system
  • P energy storage charge represents the maximum charging power of the energy storage system
  • N represents the number of traction inverters
  • U VH2 represents the braking voltage value of the traction inverter system.
  • the dynamically controlling the on-off of the braking resistor system according to the braking current value and the maximum current limit value includes:
  • I LH1 represents the braking current value
  • both k 1 and k 2 represent hysteresis coefficients.
  • the method further includes:
  • the electric brake after stopping the electric brake, it also includes:
  • the embodiment of the present invention also provides a hybrid electric tram electric braking power distribution device, including a collection unit, an acquisition unit, a calculation unit, and a control unit;
  • the collection unit is used to collect the braking voltage value and braking current value of the traction inverter system when the traction motor is braking;
  • the obtaining unit is used to obtain the energy consumption power of the energy consumption system, the output power of the unidirectional power supply system, and the maximum charging power of the energy storage system;
  • the calculation unit is configured to calculate the feedback of a single traction inverter to the bus bar according to the energy consumption power, the output power, the maximum charging power, the number of traction inverters, and the braking voltage value The maximum current limit value;
  • the control unit is used to dynamically control the on-off of the braking resistor system according to the braking current value and the maximum current limit value.
  • the energy consumption power includes power P auxiliary of the auxiliary system and power P air conditioning of the DC air-conditioning system;
  • the calculation unit includes a power calculation subunit and a current calculation subunit;
  • P dc represents the output power of the unidirectional power supply system
  • P energy storage charge represents the maximum charging power of the energy storage system
  • the current calculation subunit is used to calculate the maximum current limit I feedback fed back to the bus by a single traction inverter according to the following formula,
  • N represents the number of traction inverters
  • U VH2 represents the braking voltage value of the traction inverter system.
  • control unit includes a turn-on sub-unit and a turn-off sub-unit;
  • the opening subunit is used to control the opening of the circuit where the braking resistor system is located when the feedback of I LH1 > k 1 ⁇ I is satisfied;
  • the shut-off subunit is used to control the loop where the braking resistor system is to be shut off when the feedback of I LH1 ⁇ k 2 ⁇ I is satisfied;
  • I LH1 represents the braking current value
  • both k 1 and k 2 represent hysteresis coefficients.
  • it also includes a recording unit, a time judging unit and a stopping unit;
  • the recording unit is configured to record the cumulative conduction time of the circuit where the braking resistor system is located after the circuit where the braking resistor system is controlled is opened;
  • the time judging unit is configured to judge whether the accumulated on-time exceeds a preset time value; if so, trigger the stopping unit;
  • the stopping unit is used to stop the electric brake.
  • it also includes a display unit
  • the display unit is used to display the prompt message that the electric brake is not available after stopping the electric brake.
  • the embodiment of the present invention also provides a hybrid electric tram electric braking power distribution device, including:
  • Memory used to store computer programs
  • the processor is configured to execute the computer program to implement the steps of the electric braking power distribution method for the hybrid tram.
  • the embodiment of the present invention also provides a computer-readable storage medium, the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the electric braking power distribution of the hybrid electric tram is realized as described above. Method steps.
  • the maximum current limit value of a single traction inverter feedback to the bus can be calculated; according to the braking current value and the feedback maximum current limit value, the on and off of the braking resistor system can be dynamically controlled, which can be When the dynamic power exceeds the carrying capacity of the energy storage system, the braking power exceeding the carrying capacity of the energy storage system is consumed on the braking resistor system to ensure that the energy storage system does not have overcurrent; when the braking power is in the energy storage system When the load capacity is within, the braking power is fed back to the energy storage system, which realizes the reasonable distribution of braking energy, improves the utilization rate of braking energy, and effectively increases the mileage of the train.
  • Fig. 1 is a block diagram of the main circuit principle of a hybrid tramcar system provided by the prior art
  • FIG. 2 is a flowchart of a method for distributing electric braking power of a hybrid electric tram provided by an embodiment of the present invention
  • Figure 3 is a schematic diagram of a braking power distribution adjustment provided by an embodiment of the present invention.
  • FIG. 4 is a schematic structural diagram of a hybrid electric tram electric brake power distribution device provided by an embodiment of the present invention.
  • FIG. 5 is a schematic diagram of the hardware structure of a hybrid electric tram electric braking power distribution device provided by an embodiment of the present invention.
  • FIG 1 shows a block diagram of the main circuit principle of a hybrid tramcar system that is common in the prior art.
  • the power supply system in Figure 1 includes an energy storage system and a one-way system composed of a hydrogen fuel cell system and one-way DC/DC power supply system.
  • the tram includes a DC air-conditioning system connected under the high-voltage DC bus, an auxiliary system composed of an auxiliary converter or charger and the connected load.
  • the second dashed box from the left in Figure 1 represents the traction inverter system, including input voltage sensors, precharge and input circuits, DC current sensors, intermediate voltage sensors, chopper control modules, DC/AC inverter modules, etc.;
  • the DC/AC inverter module contains multiple outputs with multiple motor loads.
  • the braking resistor system includes multiple braking resistors connected in series and parallel.
  • the tram When the tram is running, it can be powered by hydrogen fuel or non-contact induction power supply or a unidirectional power supply system such as an internal combustion engine power generation system and an energy storage system at the same time; when the tram is electrically braked, braking power will be generated, due to hydrogen fuel or The one-way nature of power supply systems such as non-contact induction power supply, at this time only the energy storage system can receive braking power. However, the charging current of the energy storage system is small, and it is often unable to fully absorb the braking power. If all the braking power is transmitted to the energy storage system, it will cause overcurrent of the energy storage system, and in severe cases, it will cause the energy storage system to burn.
  • the embodiments of the present invention provide a method, device and computer-readable storage medium for distributing electric braking power of a hybrid electric tram. According to the power value and braking voltage value of each system in the tram, a single traction can be calculated.
  • the inverter feeds back to the maximum current limit value of the bus, and dynamically controls the on and off of the braking resistor system according to the braking current value and the maximum current limit value fed back. It can not only prevent overcurrent in the energy storage system, but also feedback the braking power to the energy storage system to the greatest extent, realize the reasonable distribution of braking energy, and improve the utilization rate of braking energy. Since the braking energy can be fed back to the energy storage system to the greatest extent, the mileage of the train is effectively increased.
  • FIG. 2 is a flowchart of a method for distributing electric braking power of a hybrid electric tram provided by an embodiment of the present invention. The method includes:
  • the braking voltage value and braking current value of the traction inverter system can be collected according to the voltage sensor and the current sensor provided on the traction inverter system.
  • the braking voltage value and braking of the traction inverter system can be collected in real time or periodically at a short interval.
  • Current value With reference to the schematic diagram shown in Figure 1, both voltage and current include two in sequence U VH1 , U VH2 , I LH1 and I LH2 .
  • the collected I LH1 is used as the braking current value
  • U VH2 is used as the braking voltage value.
  • S202 Obtain the energy consumption power of the energy consumption system, the output power of the unidirectional power supply system, and the maximum charging power of the energy storage system.
  • the power reflects the instantaneous energy of the system.
  • the current power of each system in the tram is used as the basis to determine the maximum electric braking power fed back to the DC bus.
  • the energy consumption power may include the power P auxiliary of the auxiliary system and the power P air-conditioning of the DC air-conditioning system.
  • the tram is equipped with a network control system that manages the energy consumption system, the one-way power supply system and the energy storage system.
  • the auxiliary system can transfer the real-time power P of the auxiliary converter or charger to the network control system.
  • the DC air-conditioning control system can transfer the real-time power P air-conditioning of the DC air- conditioning system to the network control system;
  • the power supply system can transfer the maximum charging power P of the energy storage system and the output power P dc of the unidirectional power supply system to the network control system.
  • S203 Calculate the maximum current limit value fed back to the bus by a single traction inverter based on the energy consumption power, output power, maximum charging power, number of traction inverters, and braking voltage value.
  • the unidirectional power supply system when calculating the maximum power fed back on the DC bus, the unidirectional power supply system is considered. Output Power.
  • P feedback P energy storage charge +P auxiliary +P air conditioner- P dc ,
  • P dc represents the output power of the unidirectional power supply system.
  • the systems in the tram are in a parallel relationship, and the braking voltage value reflects the voltage value on the DC bus.
  • the feedback of a single traction inverter can be calculated according to the following formula
  • the maximum current limit value I on the bus is fed back ; the maximum current limit represents the maximum current value that a single traction inverter is allowed to feed back to the bus.
  • N represents the number of traction inverters
  • U VH2 represents the braking voltage value of the traction inverter system.
  • the braking current value and the maximum current limit value fed back by a single traction inverter to the DC bus are both variables.
  • the central processor of the tram can detect the braking current value in real time and calculate the maximum current limit value of a single traction inverter feedback to the DC bus.
  • the circuit where the braking resistor system is located can be controlled to open. After the circuit where the braking resistor system is opened, the braking resistor can absorb part of the braking power to realize the shunt function, thereby effectively reducing the occurrence of overcurrent in the energy storage system.
  • I LH1 represents the braking current value
  • both k 1 and k 2 represent hysteresis coefficients.
  • the values of k 1 and k 2 may be the same or different, which are determined according to the test situation, and are not limited here.
  • FIG 3 is a schematic diagram of electric braking power distribution adjustment control corresponding to the electric braking power distribution method of hybrid trams provided by an embodiment of the present invention, in which the energy storage system, auxiliary system and DC air conditioning system are all absorbable systems Power system, so P energy storage charge , P auxiliary and P air conditioner are all positive values.
  • One-way power supply systems such as hydrogen fuel cells and internal combustion engine systems will still generate power in a short period of time when trams are electrically braked, so P dc is negative.
  • the braking resistor consumes braking power, and correspondingly, the P resistor is a negative value.
  • the maximum current limit value of a single traction inverter feedback to the DC bus can be calculated; according to the braking current value and the maximum current limit value of a single traction inverter feedback to the DC bus, the braking resistance is dynamically controlled.
  • the on-off of the system can consume the braking power exceeding the carrying capacity of the energy storage system on the braking resistor system, ensuring that the energy storage system will not have overcurrent;
  • the braking power is within the carrying capacity of the energy storage system, all the braking power is fed back to the energy storage system, realizing the reasonable distribution of braking energy, improving the utilization rate of braking energy, and effectively increasing the mileage of the train .
  • the cumulative working time of the braking resistor system can be limited.
  • a preset time value can be set, and the preset time value represents the braking resistance system
  • the accumulative working time is set according to the braking resistor, which is not limited here.
  • the cumulative conduction time of the circuit where the braking resistor system is located can be recorded; it can be judged whether the cumulative conduction time exceeds the preset time value.
  • the braking operation of the system can include electric braking and mechanical braking. After stopping the electric braking, a prompt message indicating that the electric braking is unavailable can be displayed, so that the staff can take relevant braking measures in time according to actual needs.
  • FIG. 4 is a schematic structural diagram of a hybrid electric tram electric braking power distribution device provided by an embodiment of the present invention, which includes an acquisition unit 41, an acquisition unit 42, a calculation unit 43, and a control unit 44;
  • the collecting unit 41 is used to collect the braking voltage value and braking current value of the traction inverter system when the traction motor is braking;
  • the obtaining unit 42 is used to obtain the energy consumption power of the energy consumption system, the output power of the unidirectional power supply system, and the maximum charging power of the energy storage system;
  • the calculation unit 43 is configured to calculate the maximum current limit value of a single traction inverter fed back to the DC bus based on the energy consumption power, output power, maximum charging power, the number of traction inverters, and the braking voltage value;
  • the control unit 44 is used to dynamically control the on-off of the braking resistor system according to the braking current value and the maximum current limit value fed back to the DC bus by a single traction inverter.
  • the energy consumption power includes the power P auxiliary of the auxiliary system and the power P air-conditioning of the DC air-conditioning system;
  • the calculation unit includes a power calculation subunit and a current calculation subunit;
  • P dc represents the output power of the unidirectional power supply system
  • P energy storage charge represents the maximum charging power of the energy storage system
  • the current calculation subunit is used to calculate the maximum current limit value I feedback of a single traction inverter fed back to the DC bus according to the following formula,
  • N represents the number of traction inverters
  • U VH2 represents the braking voltage value of the traction inverter system.
  • control unit includes a turn-on sub-unit and a turn-off sub-unit;
  • the opening subunit is used to control the opening of the circuit where the braking resistor system is located when the feedback of I LH1 >k 1 ⁇ I is satisfied;
  • Shut-off sub-unit used to control the loop where the braking resistor system is to be shut off when I LH1 ⁇ k 2 ⁇ I feedback is satisfied;
  • I LH1 represents the braking current value
  • both k 1 and k 2 represent hysteresis coefficients.
  • it also includes a recording unit, a time judging unit and a stopping unit;
  • the recording unit is used to record the cumulative conduction time of the circuit where the braking resistor system is located after the circuit where the braking resistor system is controlled is turned on;
  • the time judging unit is used to judge whether the accumulated conduction time exceeds the preset time value; if so, trigger the stop unit;
  • Stop unit used to stop the electric brake.
  • it also includes a display unit
  • the display unit is used to display the prompt message that the electric brake is not available after stopping the electric brake.
  • the maximum current limit value of a single traction inverter feedback to the DC bus can be calculated; according to the braking current value and the maximum current limit value, the on-off of the braking resistor system can be dynamically controlled, and the braking power can be When the carrying capacity of the energy storage system is exceeded, the braking power exceeding the carrying capacity of the energy storage system will be consumed on the braking resistor system to ensure that the energy storage system will not have overcurrent; when the braking power is within the carrying capacity of the energy storage system When it is in, the braking power is all fed back to the energy storage system, which realizes the reasonable distribution of braking energy, improves the utilization rate of braking energy, and effectively increases the mileage of the train.
  • FIG. 5 is a schematic diagram of the hardware structure of a hybrid electric tram electric brake power distribution device 50 provided by an embodiment of the present invention, including:
  • the memory 51 is used to store computer programs
  • the processor 52 is configured to execute a computer program to implement the steps of the electric braking power distribution method for a hybrid tram.
  • the embodiment of the present invention also provides a computer-readable storage medium on which a computer program is stored.
  • the computer program is executed by a processor, the steps of the electric brake power distribution method for the hybrid electric tram are realized.
  • the steps of the method or algorithm described in the embodiments disclosed in this document can be directly implemented by hardware, a software module executed by a processor, or a combination of the two.
  • the software module can be placed in random access memory (RAM), internal memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disks, removable disks, CD-ROMs, or all areas in the technical field. Any other known storage medium.

Abstract

L'invention concerne un procédé et un appareil pour distribuer la puissance de freinage électrique d'un tramway électrique hybride, et un support. Le procédé comprend les étapes suivantes : pendant le freinage d'un moteur de traction, acquérir la valeur de tension de freinage et la valeur de courant de freinage d'un système d'onduleur de traction ; obtenir la puissance de consommation d'énergie d'un système de consommation d'énergie, la puissance de sortie d'un système d'alimentation électrique unidirectionnel et la puissance de charge maximale d'un système de stockage d'énergie ; en fonction de la puissance de consommation d'énergie, de la puissance de sortie, de la puissance de charge maximale, du nombre d'onduleurs de traction et de la valeur de tension de freinage, calculer la valeur de limitation de courant maximale renvoyée à un bus par un seul onduleur de traction ; et commander de manière dynamique la marche/arrêt d'un système de résistance de freinage en fonction de la valeur de courant de freinage et de la valeur de limitation de courant maximale. Lorsque la puissance de freinage dépasse la capacité de transport du système de stockage d'énergie, la puissance excédentaire est consommée sur le système de résistance de freinage pour garantir qu'il n'y a pas de surintensité sur le système de stockage d'énergie ; lorsque la puissance de freinage se trouve à l'intérieur de la capacité de transport du système de stockage d'énergie, toute la puissance de freinage est renvoyée au système de stockage d'énergie, ce qui permet de mettre en œuvre une distribution raisonnable d'énergie de freinage et d'améliorer le taux d'utilisation de l'énergie de freinage.
PCT/CN2019/112184 2019-07-05 2019-10-21 Procédé et appareil pour distribuer une puissance de freinage électrique d'un tramway électrique hybride, et support WO2021003881A1 (fr)

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